Hydraulic system for motor vehicles



May l1, 1943.` L. c. HYATT ErAL HYDRAULIC SYSTEM FOR OTOR VEHICLES 5 Sheets-Sheet l /Nz/E/v roms 0a/,5 6.? [wwe ,477'0/-1N'Ey Filed Oct. 10, 1940 May 11, 1943. l.. c. HYATT Erm.

HYDRAULIC SYSTEM FOR MOTOR VEHICLES Filed Oct. l0, 1940 3 Sheets-Sheet 2 ifi. g

/Nx/E/v Tons.- 0a/$5 CH May 11, 1943,. L. c. HYATT ETAL 2,313,610

HYDRAULIC SYSTEM FOR MOTOR VEHICLES 'Filed oct. 1o, 1940 :s sheds-sheet s 7 TOP/v5 Y Patented May ll, 1943 HYDRAULIC SYSTEM FOR MOTOR VEHICLES Louis C. Hyatt, Albany, and Ernest Heyman, .Hampton Manor, N. Y.,' assignors to Consolidated Car-Heating Company, Inc., Albany,

N. Y., a corporation of New York Application climber 1o, 1940, serial No. 360,598

(ci. aos-a1) 12 Claims.

Our invention particularly relates to hydraulic systems for operating the doors and brakes of motor vehicles and to one in which control elements are so connected and correlated that the brakes may be released only when the doors of the vehicle are closed, and are automatically applied when the doors are opened.

In some hydraulic brake systems, the brakes are applied by hydraulic pressure. The iluid pressure employed in applying the brakes in systems of this character may be dependent upon the force applied to the brake pedal or it may be dependent upon the degree to which the brake pedal is depressed.

It is a rst object of the present invention to provide a brake system for a motor vehicle in which a positive, preferably mechanical, means is employed for applying the brakes and hydraulically or fluid-operated means is employed only for releasing the brakes. In a system of this character, should there be a failure of hydraulic pressure the brakes will be applied.

Another object lies in providing a brake sys-` tem of the above character in which uid pressure is developed and a means is employed for controlling the fluid pressure therein employed in operating the brakes, which means is adapted to be operated by the usual brake pedal of the vehicle.

Another object of our invention resides in providing, in a system of the above character, means for operating the doors and brakes of the motor vehicle and means for preventing a release of the brakes when the doors are in other than closed position; the last mentioned means also functioning automatically to apply the brakes v upon the opening of a door.

Another object resides in providing a system of the character last above pointed out in which ranged that, though the fluid pressure in the system is not produced by the application of force to the brake pedal, the pressure employed in applying the brakes will be proportional to the pressure applied to the pedal and, therefore, an indication or feeling of the magnitude of the pressures employed in applying the brakes .will be aorded the operator through the brake pedaL Hence, a precise control of the braking pressures may be maintained by the operator of the motor vehicle.

With these and other objects in view, our invention includes the novel system, the elements. and the combinations and arrangements thereof described below and illustrated inthe accompanying drawings, in which- Fig. 1 is aperspective view of our preferred form of door and brake operating system;

Fig. 2 is a sectional view through the brake operating cylinder and associated mechanisms;

Fig. 3 is a fragmentary elevation View, partially in section, of a control valve;

Fig. 4 is a somewhat schematic fragmentary view of the door operating motor and control therefor;

Fig. 5 is a view similar to Fig. 4 but showing the control and door operating motor in an alternative position;

Fig. 61s a detail view, partially in section taken in about the plane 6-6 ol Fig. 4;

. Fig. 'l is a sectional view taken longitudinally through the control valve which prevents releasing of the brakes when the doors of the vehicle are open and which automatically applies the brakes upon the opening of a door;

Fig. 8 is a somewhat schematic piping diagram of a modified form of our invention; and

Fig. 9 is a sectional elevation view through an electrically operated valve adapted for use in the system of Fig. 8.

In our present system, we prefer to employ oil as the medium for operating the doors of the vehicle and for releasing the brakes. Oil and similar liquids have many advantages over other types of uids, such as air and the like, heretofore employed in braking systems for motor vehicles since compressor condensation and possible freezing are eliminated and lubrication of the moving parts of the system is always provided.

In the following, we will rst describe those portions of our system which directly relate to the controlof the brakes of the vehicle.

Referring rst to Fig. `1, I indicates generally the brake cylinders, the pistons in which function, as hereinafter described, to release the brakes as liquid under pressure is supplied thereto but which otherwise are urged toward their brake-applying positions. Fluid is pumped from a reservoir 2 b y means of pump 3, operated by a motor such as the electric motor shown in Fig. 1, through' pipes 4 and 5 to the brake valve, in-

dicziied generally at 6, which normally serves to control the fluid pressure in the brake cylinders I. The valve 6 is operatively connected to the 'brake pedal 1 through the link 8 which is connected to a bell crank 8 pivotally mounted on the casing of valve 6 and adapted to engage the end of a plunger projecting through the top of the valve casing. When the valve 6 is in brake-releasing position, fluid passes therethrough from the pipe 5 to a pipe I0 which is connected between valve 6 and a valve Il, the construction and function of which will be later described. However, assuming that the valve member in valve II places the pipe I in communication with a pipe I2 connected to said valve, fluid may flow through pipes Ill and I2 to pipe I3 which is connected at opposite ends thereof with pipes I4 and I6 which latter pipes are connected with the brake cylinders I. Therefore, assuming that the valve member of valve II is in a position affording communication between pipes I8 and I2 for purposes of describing the brake control system and that valve 6 is in brakefreleasing position, that is, vunactua'ted by the brake pedal 'I and affording communication between pipes 5 and IU, fluid is pumped from the reservoirs 2 through pipes 4, 5, I0, i2, I3, I4 and I5 to the brake cylinders under sufficient pressure to release the brakes of the vehicle.

The return line of the system includes the pipe I6 which communicates with the reservoir 2 and which is connected with pipe I1 which, in turn, is connected through pipe I8 to valve 6. When valve 6 is operated through a depression of the brake pedal 1, it serves to cut of! the flow of fluid under pressure to the brake cylinders and connects them with the return line of the system thereby relieving the fluid pressure in said cylinders or exhausting them and permitting the brakes to be applied. In other words, when the brake pedal is depressed, valve 6 is operated to cut off communication between the brake cylinders and the high pressure side of the pump 3 and to place pipe I0 in communication with pipe I8 thereby connecting the brake cylinders with the return line to the reservoir.

In Fig. 2, we have illustrated a preferred form of brake cylinder. The brake cylinder indicated generally at I comprises a cylindrical casing I8 in which is slidably disposed a piston comclevis 23 and pin 24 to a lever arm 25. Pin 24 is disposed between the bifurcated end 26 of lever which is pivotally supported intermediate the length thereof as indicated at 21. 'I'he other end of lever 25 is connected to a rod 28 which in turn is connected to the arm 28 of the brake operating mechanism which functions to apply or release the brake Within the drum 30. A compression spring 3I is interposed between the piston 20 and the end Wall of cylinder i8 and tends to urge piston 28 toward the left as viewed in Fig. 2 `or in a direction to apply the brakes, in the. embodiment illustrated, through the medium of the lever 25 and connecting rod 28. The cylinder head 32 is provided with a threaded opening 33 which is adapted to receive the end of a pipe, such as pipes `I4 and I5, through which fluid under pressure may pass into the cylinder and force piston 20 toward the right, compressing the spring 3i and releasing the brake with which 75 the cylinder is associated. It will be understood that the brake cylinders I may all be of the character above described and illustrated in Fig. 2 and, therefore, when fluid under pressure is supplied simultaneously to each of the cylinders, the brakes of the vehicle will be released and. when the cylinders are all simultaneously connected. through the operation of valve 6, with the return line to the fluid reservoir, the brakes of the vehicle will be applied.

` In the foregoing, we have generally set forth the arrangement of the'brake operating portion of our system and the brake operating cylinders therein and we will now describe the details of valve 6 which controls the fluid pressure in the brake cylinders.

Referring to Fig. 3, the valve indicated generally at 6 comprises a casing including a body 34 which is provided with a fluid inlet 36, a fluid outlet 36 to which pipe I0, leading to the brake cylinders, is adapted to be connected and a fluid outlet 31 to which pipe I8 may be connected. 'I'he interior 38 of the valve body lies in communication with the outlet 36 and may be placed in communication with or cut ofi' from the outlet 31 by means of a valve member indicated generally at 38 which is slidably disposed within the cylindrical bore 40 of an insert 4I in the valve body. Insert 4| may be cast integral with the body of the valve or may be fastened thei ein as, for example, by the threaded sleeve 42 and locknut 43 as illustrated.

The wall of the insert is'provided with an opening 44, threaded as indicated at 45, and in which is threaded a hollow valve element 46. The element 46 is arranged to control the flow of fluid from the inlet 35 to the interior 38 of the valve and is provided with inlet ports 41 and exhaust ports 48 and a valve member 48, slidably disposed within the element 46, which is adapted to place the inlet and the exhaust ports in communication witheach other or to cut oil communication therebetween. A compression spring 50, interposed between the valve member 48 and one end of the valve element 46, serves to urge the element toward the left as viewed in Fig. 3. A ball 5| is disposed between valve member 48 and the valve member 38 and correlates the movement of valve member 48 with the movement of valve 38. Valve member 38 is provided with a restricted portion 52 and a generally tapered or frusto-conical portion 53. When the valve element 38 lies in the position illustrated, ball 5I bears against the frusto-conical portion thereof and holds the valve element 48 in a position providing communication between the inlet ports 41 and exhaust ports 48 of the valve element 46. Therefore, assuming that pipe 5 is connected to the inlet 35,.fluid under pressure may flow through the ports 41 and 48 into the interior 38 of the valve and thence through outlet 36 to pipe l0 and the brake cylinders. However, when valve member 38 is depressed or moved downwardly, ball 5l will then be free to move toward the left as viewed in Fig. 3, permitting spring 68 to expand and move valve member 48 toward the left and thereby cutting oil' communication between the inlet and exhaust ports of valve member 46.

The downward movement of valve member 38 also serves, when moved to a suillcient degree, to place the interior 38 of the valve in communication with the outlet 31 thereof which is conpiston 58 nected with the return line to the uid reservoir. For this purpose, the walls of the insert I are provided with ports 54 and the valve member 39 is provided with ports 55 which are adapted to register with the ports 54. The ports 55 are connected with a central passage 56 so that when Vports 55 are brought into registry with ports 54 of suitable material which may be compressed -into a closely sliding t within the cylindrical bore 66 of the upper end of the valve body or casing. The piston 58 is fastened to the stem 51 by means of the screw .threaded end 6l thereof' which is threaded within the end of stem 51. A compression springv 62 is preferably interposed between the piston and the top of insert 4I to urge the piston and valve member 39 upwardly and 'means are provided for imparting movement from the brake pedal to the piston to cause it to be moved downwardly when the brake pedal is depressed.

We prefer to provide a means, last above referred to, which is of such character that when the valve 6 is operated to vary the pressure in the brake cylinders the operator depressing the brake pedal may be able to sense the degree of such variation in pressure in the system by the pressure or change in pressure which he applies to the brake pedal. The valve 6 is operable to vary the fiuid pressure in the brake cylinders, and is so constructed that the magnitude of the force applied in depressing the brake pedal will be proportional to the magnitude of the force exerted in applying the brakes. Therefore. in order to afford to the operator an indication or measure of the braking force being applied when the foot pedal is depressed, we provide a resilient connection rather than a rigid connection between the piston 58 and the bell crank 9 which is connected to the brake pedal. A plunger 63 is slidably fitted within an opening within cap 64 of the valve casing which closes the upper end of the valve body. Plunger 63 is arranged to be engaged by bell crank 9 and is provided With a shoulder 65`between which and the piston 58 is disposed a helical spring G6.

When the brake pedal is initially depressed, bell crank 9 forces plunger 63 downwardly, compressing the spring 66 and depressing the piston 58 against the pressure offered by the fluid in the valve. As the spring 66 is compressed and is depressed, spring 62 will also be compressed and therefore the resistance offered by the brake pedal to depression increases as it is moved further to depress the piston 58.

It Will be understood that when the uid in the brake cylinders is under the normal pressure developed in the system with the pistons therein effecting a release of the brakes, that the pistons may be moved still further to compress the springs within said cylinders. Hence, when the piston 58 in valve 6 is depressed, fluid may be displaced therefrom to the brake cylinders.

' When a reduction in pressure in the system occurs due to a depression `of the brake pedal and a resulting depression of the piston 58, expansion of Aspring 66 may occur until the spring pressure on the one side of piston 58- and the spring and fluid pressure on the other side thereof are equalized. This action, of course, may occur while the brake pedal is being depressed or held substantially stationary. Hence, the pressure applied to the foot pedal is proportional to the pressure supplied in the brake cylinders to apply the brakes.

It will be seen from the foregoing, therefore, that the valve 6 controls the nuid pressure in the brake cylinders I by controlling the flow of fluid under pressure thereto and the exhaust of fluid therefrom and, furthermore, that the fluid under pressure islutilized only to release the brakes. Moreover, as above indicated, the'control valve 6 isof such character that it affords to the operator of the vehicle an indication as to the measure of pressure being employed in applying the brakes when the -brake pedal is depressed.

In the foregoing, we have described those portions of our system which relate to the control of the vehicle brakes and have assumed for descriptive purposes that the valve Il is at all times affording communication between pipes i0 and I2 in the system. This valve, however, is designed -and so arranged as to prevent a release of the brakes when the doors of the vehicle are in other than closed position and, therefore, valve H is operable to supersede the control valve 6 under conditions Which will become apparent in the following description directed to the portions of our system employed for door operating purposes.

Referring again to Fig. 1, a'door operating cylinder or motor is indicated generally at 61 in which is slidably fitted a piston and piston rod which are adapted to be reciprocated by the admission of fluid under pressure to either side of the piston. For this purpose, pipe 68 is connected in communication with one end of the cylinder 61 and a pipe 69 is connected in communication with the cylinder adjacent its other end and the other ends of these pipes are connected with a door-operating control valve indicated generally at 10. Briefly, the control valve 10 is operable to supply fluid under pressure through one of said pipes 68 and 69 to one side of the piston in cylinder 61 while connecting the other of said pipes to the exhaust or return line to reservoir 2 thereby causing the piston in cylinder 61 to movel in one direction. ,When control 10 is actuated to reverse the connections to cylinder 61, the piston will be caused to move in the opposite direction.

`detail in Figs. 4 and 5. Within the cylinder 61 is slidably disposed a piston or. as in the embodiment illustrated, a pair of `pistons 1| andi12 which are secured to the shaft 13 which is adapted to actuate the door-operating mechanism.

For descriptive purposes, the control valve 10 for the motor 81 is illustrated as comprising a lower plate 14V in the upper surface of which is provided a plurality of ports indicated at 15. 16,

11 and 18. A valve element 18 is rotatably mounted adjacent the upper surface of plate 14 and is provided with a generally arcuate slot 88 anda, generally Y-shaped slot 8|. The ports in the lower plate element 14 and the slots in the valve element 19 are so arranged that the arcuate slot may be moved to place the port 15 in communication either with the port 16 or port 11 while the Y-shaped slot will place the port 18 either in communication with the port 11 or the port 18. Valve element 18 i's provided with a suitable handle 82.

yIn the embodiment illustrated, port 18 is connected through pipe 88 to pipe 84 (see Fig. 1) which, in turn, is connected with pipes 4 and 8 or with the pressure side of the fluid circulating system. As shown in Fig. l, a pressure gauge 85 may be connected into the system at the T connection between pipes 83 and 84 to provide the operator with an indication of the pressure conditions withir4 the system. The pipe 83 which conducts fluid to the port 15 in the control valve may be considered the inlet pipe from which fluid may be supplied under pressure to either side of the pistons in the cylinder or fluid-operated motor 81. In Fig. 4, the arcuate slot 80 affords communication between the ports 15 and 18 and, therefore, fluid under pressure may flow through pipe 68 to cylinder 81 on the right side of the piston 12 therein. At that same time, the Y-shaped slot 8| places ports 11 and 18 in communication with each other. nected through pipe 86 (see Fig. 1) with the return pipe line of the fluid circulating system and, as illustrated, may be connected at the T connection between the pipes I1 and I8. In other words, port 18 communicates with the exhaust line and, when placed in communication with port 11 as illustrated in Fig. 4, fluid may flow from cylinder 81 through the pipe 88 and ports 11 and 18 to the reservoir 2 thereby exhausting the space within the cylinder 88 to the left of the piston 1|. Hence, with the control 18 positioned as illustrated in Fig. 4, pistons 1| and 12 and shaft 23 will be moved toward the left thereby opening, as hereinabove assumed, the door of the vehicle.

When the handle 82 of the control valve 10 is moved to the position illustrated in Fig. 5, the connections to the cylinder 81 are reversed to those above described and the pistons and shaft 18 will be moved toward the right to effect a door closing operation. In other words, for the position of the valve element of the control in Fig. 5, the fluid inlet pipe is placed in communication with pipe 89, and the pipe 88 through ports 18 and the Y-shaped slot `8| is placed in communication with the exhaust port 18 and pipe 88.

It is desirable so to arrange and correlate the brake-operating mechanism and door-operating mechanism of a motor vehicle that the brakes cannot be released when `the door is in other than closed position. In our system wherein a preferably mechanical means or spring is employed for applying the brakes and fluid pressure Port 18 is conis used for releasing the brakes, the valve I I, here- Y has a central bore 88 and lateral ports 88 and 8|. The port 88 is adapted toA register with a port 82 in the valve casing which includes a threaded opening 82 in which one end of the pipe I0 is adapted to be secured. Port 8| is adapted to register with a port 94 which includes a threaded opening 88 in which one end of a pipe 8|| is adapted to be' secured and which is connected at its other end with the T connection between the pipe I1 and pipe I8 which communicates directly with the reservoir 2. At one end thereof the casing 81 is provided with a threaded opening 88 in which one end of pipe I2 is adapted to be secured.

It will be remembered that pipe Il communicates with valve 8 and that when pedal 1 is not depressed, fluid under pressure may flow from the reservoir through pipes 4 and 8 to pipe I8 and, therefore, to the port or inlet port 82 of valve II. With the valve element in the position illustrated, fluid under pressure may flow through registering ports 98 and 82, the bore 89 of the valve element and through pipe I2, secured in opening 86 of the valve casing, to the brake cylinders. The port 84 of valve II, however, lies in communication with the return line of the fluid circulating system, that is, it is connected through pipes 8I| and I8 directly with the fluid reservoir. Therefore, if valve element 88 is moved to a sufficient extent toward the left as viewed in Fig. '1, port 90 will be moved out of registry with port 82, thereby cutting of! the supply of fluid under pressure to the brake cylinders, and the port 8| will be moved into registry with port 84 thereby connecting the brake cylinders with the return line of the system. In other words, when port 9| is brought into registry or partial registry with port 94, pressure in the brake cylinders will be relieved due to the fact that the cylinders will be connected through pipe I2, which is secured in opening 88 of valve I I, the bore of valve element 88, ports 8| and 94 and pipes 9|| and I8 t0 the reservoir 2. l

The valve element 88 is preferably provided adjacent one end thereof with a shoulder 98 between which and the end of the casing of the valve is interposed a helical spring 81 which tends to urge the valve element toward the left as viewed in Fig. '1. The valve member 88 is also preferably connected to a piston 88 adjacent its other end, which piston is slidably fitted within a cylindrical bore in the Valve casing. The valve element is provided with a transverse passage 88 which communicates with the axial bore thereof and the cylindrical bore in 'the caslng. Hence, in addition to the effect of spring 91, fluid pressure will act upon piston 88 and urge the piston and valve member toward the left.

An operating stem |09 extends through 4the endofthe casing of valve I| and is adapted to be engaged by a finger |8| which may be secured to the shaft of the door-operating cylinder or motor 61, as shown, for example in Fig. 1. It will be noted from an Ainspection of the figures and particularly Fig. 1 that when the pistons and shaft 18 of the door-operating motor 81 are moved toward the right, the finger IIII, secured thereto, will abut the end of the operating stem |08 of valve II and move the valve member 88 toward the right and to the position illustrated in Fig. '1. In this position of the door-operating motor, the door will be substantially closed and valve I I will permit the flow of fluid under pressure to the brake cylinders thereby permitting a release of the brakes to occur when pressure on the brake pedal 1 is-relieved to a suillcient extent. However, assuming that the brakes have been applied and the control valve 10 has been operated to eil'ect an opening of the doors, shaft 13 of the door motor 61 will .be moved toward the left as viewed in the figures and the valve element 8l oi valve ll will be free to move under the expansion of spring 91 and the pressure of uid against the piston 98. Therefore. valve member will move to cut oi the iiow of nuid through the port 92 to the interior thereof and it will place the interior of valve Il in communication with the pipe 9|| in the return line of the system. Hence, bearing in mind that the brake cylinders lie in communication with the interior of valve through the pipe |2 which is connected'therewith, for this position of the valve element, the brake cylinders will be connected directly with the reservoir 2 through the return pipe line of the system and, under these circumstances. should the pressure on brake pedal 1 be entirely relieved, the brakes will not be released since iiuid under pressure cannot flow through valve li to the brake cylinders.

Furthermore, it will be noted that valve operates to apply the brakes in the event the doors of the vehicle are opened and application of the brakes has not otherwise been effected through an operation of the brake pedal. Assuming that the brakes are released due to the presence of iiuid under pressure in the brake cylinders and that the doors are opened, a movement of the valve member 88 of valve Il will occur toward the left as viewed in Fig. 7, resulting from the door-opening movement of the piston shaft of motor 61. When the valve member has moved to the left a suflicient extent to cut oi the iiow of iiuid under pressure to the brake cylinders. it will also operate to relieve the uid pressure in the brake cylinders because port 9| of the valve member will lie in registry with port 94 and thereby place the brake cylinders in communication with the return line of the system and the reservoir.

Therefore, it will be seen that the valve does not operate merely to prevent iiow of uid to the brake cylinders. In the event that there is iiuid under suiiciently high pressure in said cylinders to release the brakes, it will not then operate, if the door were opened, to close off that portion of the system including the brake cylinders and thereby prevent application of the brakes but, on the other hand, it will relieve the fluid pressure in the brake cylinders by connecting them with the return line of the system and with the reservoir whereby to eiect an application of the brake s.

In Fig. 8, we have illustrated a modified system for operating the doors and brakes of a motor vehicle in which an electrically operated means is provided for preventing a release of the brakes when the doors are in other than substantially closed position and which means also functions automatically to apply the brakes upon an opening of a door. One embodiment of this electricaily operated means is shown in detail in Fig. 9.

Referring first to Fig. 8, it will be seen that our modified system is generally similar to the system hereinbefore described and comprises the brake cylinders the brake control valve 6 to which is operatively connected the brake pedal 1, and the liquid reservoir 2. pump 3 and control valve 10 for controlling the admission of liquid to and exhaust of liquid from the door-operating motor 61. In this embodiment of our invention, we provide an electrically operated valve, indicated generally at |02, Which'is also adapted to control the iiow of liquid to the brake cylinders I and the exhaust of liquid therefrom.

Ordinarily, liquid is delivered under pressure. from the reservoir 2 through pipes |03 and |04 to the valve |02. The valve |02 is so arranged that when the coil |05 thereof is energized liquid may pass from the pipe |04 through said valve and to the pipe |06. To the valve |02 are also connected the pipes |01 .and |00 and, when the coil |06 of the valve |02 is deenergized, said valve operates to provide communication between these latter two pipes.

Pipe |06 is connected to the inlet 35 of valve 6 and pipe |09 is connected to the fluid outlet 36 of valve 6 and through pipes |0, and and ||2 to the brake cylinders I. Pipe |3 is connected with the iiuid outlet 31 of valve iiuid to the reservoir 2.

From the foregoing partial description of rour modified system, it will be seen that when the coil of valve |02 is energized the iiow of fiuid from the reservoir 2 to the brake cylinders and the exhaust of fiuid from the brake cylinders to the reservoir may be controlled by an actuation of the brake pedal substantially in the same manner as described in connection with the system of Fig. 1.

However, the pipe |01 is connected with pipe ||0 and the brake cylinders and the pipe |08 is 'connected with pipe |'|3 which connects with the reservoir. Hence, when the coil of valve |02 is de-energized and pipes |01 and |08 are placed in communication with each other through said valve, as above indicated, fluid will be exhausted from the brake cylinders to the reservoir. Therefore, when the coil of valve |02 is de-energized, the brakes will be applied or, if applied when de-energization thereof occurs, they cannot be released.

An electric control means, indicated generally at H4 as a switch is connected in circuit with the coil |05 of valve |02-and with a source of electrical energy such as the battery indicated at I5. The switch ||4is so arranged that when the doors of the vehicle are closed the coil 05 of valve |02 will be connected across the battery ||5 and energized and upon an opening of the doors or a door of the vehicle the circuit to coil |05 will be opened.

In the embodiment illustrated, the actuating element ||6 for said switch is illustrated as mounted upon the stem or shaft |00 of the dooroperating Inotorv 61. The switch-actuating element may be fastened to shaft |00 by a, set screw ||1 and includes an arm which is adapted to engage the switch and ei'lect a closure thereof when shaft |00 is moved toward the right as viewed in Fig. 8. It will be understood that when motor 61 operates to move the shaft |00 thereof toward the right as above indicated it operates to close the door of the vehicle and the arm of switch-actuating element ||6 is so adjusted relative to shaft |00 and switch ||4 that when the dooris closed a closure of the switch is effected. It will also be understood that when element |6 is moved away from the switch, the switch will automatically open the circuit to the coil |05.

The motor 61 and control 10 therefor are connected together and with the balance of the system substantially in the same manner as hereinbefore described in connection with Fig. 1. In brief, nuid under pressure is passed through pipe 6 and conducts ||3 which is connected with pipe |03 to the control valve from which it may pass, depending upon Vtheposition to which the control valve 10 is actuated, through pipe` i9 or pipe |20 to one or the other side of the pistons in the motor 61. Likewise, fluid may be exhausted from the motor through either of these pipes and through control 10 and pipe |2| which is connected with the reservoir 2. Operation, therefore, of the motor 61 to open or close the doors of the vehicle is eiected as hereinbefore described in connection with Fig. 1.

It will be understood that the door-operating motor 61 in both-of the embodiments of the systems of our invention may be operatively associated with oneor more doors of the vehicle. Furthermore, it will be understood that the shaft of motor 61 is operatively connected with a door of the vehicle in a manner well known in the art and, in the embodiments of our invention herein illustrated, said shaft or the switch ||4 or valve I, is so connected or associated with the vehicle door or doors as to eilect an application of the brakes upon an opening of said door or doors. A plurality of switches may be employed and associated respectively with the various doors of the vehicle or with door-operating motors.

In Fig. 9, we have shown one form of electrically operated valve which is adapted for use in the system shown in Fig. 8. 'Ihe valve, indicated generally at |02 comprises a, casing |22 having an axially extending bore |23 in which is slidably disposed a piston |24.

In the embodiment illustrated, a second casing |25 is secured to casing |22 as by means of the screw threaded boss which is adapted to be threaded into a threaded recess in casing |22 surrounding the bore |23 thereof. The bore of casing |22 is slightly enlarged as indicated at |26, at the upper end thereof to receive a sleeve |21 of non-magnetic material which is disposed withing an opening |28 in the casing |25 aligned with the enlarged end |26 of bore |23. The sleeve |21 preferably extends for a distance within the chamber |29 formed i-n casing |25 and preferably the end thereof engages; a peripheral recess on the outer surface of a plug |30 which may be secured as by screw threads to a cap |3| for the top of casing |25. Cap |3| may likewise be attached to casing |25 by means of screw threads as shown.

When the piston |24 is formed of brass or other non-magnetic material, an extension therefor of magnetic material is provided as in the embodiment illustrated.` The extension |32 is provided with a threaded recess to receive a threaded boss on piston |24 whereby they may be firmly fastened together. The upper exterior of this extension is generally tapered or frusta-conical as indicated at |33 and recessed at |34. Likewise, plug |30 is recessed at 35 and the lower end flared outwardly as at |36 to permit the tapered end of extension |32 to move upwardly therewithin. A helical spring |31 is disposed within the recesses |34 and |35 and adapted to depress piston |24 to its lowermost position.

A coil comprising a plurality of turns of electrical conductors is disposed within the chamber |29 of valve |02 and is adapted, when energized, to actuate the piston of the valve and move it to the position illustrated in Fig. 9. yIn the embodiment lllustrated,the coil indicated at |05 is mounted on a spool |38 of suitable material,

the spool having a bore adapting it to be slid over the insert |21 and adapting it to receive the 75 plug |30 within its upper end. The ends of thespool, for example, may be formed of. Bakelite molded with canvas and a compressible washer |39 may be interposed between the lower end of the spool and casing |25, the upper end of the spool being engaged by cap |3| whereby to hold the spool securely in place.

When the coil |05 is de-energized, spring |31 serves to depress the piston |24 and when the coil is energized the piston will be raised substantially to the position illustrated, compressing spring |31.

The piston |24 is provided with a first peripherally1 extending recess |40 and a. second peripherally extending recess |4| which are spaced apart axially of said piston. The casing |22 is provided with threaded openings |42 and |43 communicating respectively through ports |44 and |45, with the bore |23. When the piston |24 is in its lowered position, coil |05 being deenergized, the recess |40 therein will lie in communication with both ports |44 and |45. Pipe |01, as illustrated in Fig. 8, is adapted tobe threaded in opening |42 and pipe |08 is adapted to be threaded in opening |43. Therefore, with the piston in the position, above pointedout. liquid may ilow from the brake cylinders back to the reservoir 2 and the brakes will be applied.

The casing |22 is also provided with threaded openings |46 and |41 which communicate, respectively, through ports |48 and |49 with the bore |23. The recess |4| is adapted to register with both of these ports when it is moved or elevated by the coil |05 to the position illustrated.

f Pipe |04 is adapted to be threaded in opening |46 and pipe |06 is adapted to be threaded in opening |41. Hence, when the coil |05 is energized, communication between ports |44 and |45 is cut off and communication between ports |48 and |49 is established whereby liquid under pressure may flow from the pump 3 to valve 6.

The operation of the valve when connected as above indicated and illustrated in Fig. 8 is as fol- -lows. When the coil |05 is energized, the piston |24 will assume the position illustrated in Fig.

v9, providing communication between ports |40 |49 through recess |4| and, therefore, liquid under pressure may ow from pipe |04 to pipe |06. Under these conditions, liquid under pressure will flow from pump 3 to valve 6 and the application and release of the brakes of the vehicle may be effected through an operation of the brake pedal. However, when coil |05 is de-ener- 4gized, spring |31 will depress piston |24 until it abuts the casing at the lower end of the bore |23. In this position of the piston, communication is cut off between ports |48 and |49, and ports .|44 and |45 are placed in communication with each other through the peripheral recess |40 in piston |24. Hence, in this latter described position of piston |24, fluid under pressure cannot be admitted to the brake cylinders but, on the other hand, fluid will be exhausted therefrom since pipe |01, which is connected with the brake cylinders, will communicate through port |44, recess |40 of piston |24 and port |45 with pipe |08 which connects with the liquid reservoir 2. l

Briefly, the -operation of the system when including an electrically operated valve of the character, for example, of that illustrated in Fig. 9 is as follows. When the door or doors associated with the door operating motor 61 is closed, coil |05 of valve |02 will be energized through the closing of switch i |4 thereby permitting application and release of the brakes by means of the brake pedal. However, when the control vvalve l for the door-operating motor 61 is operated to open the door or doors of the vehicle or in the event the door or doors should be opened in some other manner, the circuit to coil of valve |02 is broken through the opening of switch I I4 thereby de-energizing coil |05. When this occurs, valve |02 operates to exhaust the liquid from the brake-operating cylinders and to prevent a supply of liquid under pressure thereto. De-energization of coil |05, therefore, eiects an application of the brakes and prevents a release thereof. When the doors are again closed, however, the brakes of the vehicle may be controlled in the normal way by means of the brake pedal.

It is to be observed that in our present system wherein oil or some other suitable liquid is employed that such liquid is substantially the only iluid or medium which is used in the system to perform work in the normal operation thereof. In other words, the system is designed properly to function with the use only of a liquid therein thereby obviat-ing the necessity of employing any additional or other media having the disadvantages, hereinbefore set forth, which are inherently incident to their use.

While we have described our invention in its preferred embodiments, it is to be understood that the words which we have used are words of description rather than of limitation. Hence, changes within the purview of the appended claims may be made without departing from the true scope and spirit of our invention in its broader aspects.

What We claim is:

1. In a hydraulic, control system for a vehicle comprising a door, and brake mechanism for the vehicle wheels, pressure-operated means operatively connected to the brake mechanism of said vehicle and arranged to release the brakes when liquid under pressure is admitted thereto, mechanical means for applying the brakes when the liquid pressure so admitted to said pressure-operated means is reduced, a pipe system having a liquid therein and being operatively connected -with said pressure-operated means, said liquid being substantially the sole Work-performing medium in said system, pump means in said system adapted to develop and maintain a liquid pressure in said system, means for operating said pump means while the vehicle is stationary, means for controlling the liquid pressure in said pressure-operated means, and means for reducing the liquid pressure in said pressure-operated means when the door of said vehicle has been opened whereby to prevent a release of the brakes if otherwise applied.

2. In a hydraulic, control system for a vehicle comprising a door, and brake mechanism for the vehicle wheels, pressure-operated means operatively connected to the brake mechanism of said vehicle and arranged to release the brakes when liquid under pressure is admitted thereto, mechanical means for applying the brakes when the liquid pressure so admitted to said pressure-operated means is reduced, a pipe system having a liquid therein and being operatively connected 1 with said pressure-operated means, said liquid being substantially the sole work-performing medium in said system, pump means in said system adapted to develop and maintain a liquid pressure in said system, means for operating said pump means while the vehicle is stationary,

.including pump means adapted means for controlling the liquid pressure in said pressure-operated means, huid-operated means for operating the door of the vehicle, manually operated to open the door of the vehicle whereby Y to prevent a release of the brakes if otherwise applied.

3. In a hydraulic, control system for a vehicle comprising a door, and brake mechanism for the vehicle wheels, pressure-operated means operatively connected to the brake mechanism of said vehicle and arranged to release the brakes when liquid under pressure is admitted thereto, mechanical means for applying the brakes when the liquid pressure so admitted to said pressure-operated means isfreduced. a pipe system having a liquid therein and being operatively connected with said pressure-operated means, said liquid being substantially the sole work-performing medium in said system, pump means in said system adapted to develop and maintain a liquid pressure in said system, means for operating said pump means while the vehicle is stationary, manually operable means for controlling the liquid pressure in said pressure-operated means, a fluidoperated motor for operating the door of the vehicle, manually operable means forcontrolling the flow of fluid to said motor and means for reducing the liquid pressure in said pressure-operated means when said motor has operated to open the door of the vehicle whereby to prevent a release of the brakes if otherwise applied.

4. In a hydraulic, control system for a vehicle comprising a door, and brake mechanism for the vehicle Wheels, pressure-operated means operatively connected to the brake mechanism of said vehicle and arranged to release the brakes when liquid under pressure is admitted thereto, mechanical means for applying the brakes when the liquid pressure so admitted to said pressure-operated means is reduced," a pipe system having a liquid therein and being operatively connected with said pressure-operated means, said liquid being substantially the sole work-performing medium in said system, pump means in said system adapted to develop and maintain a liquid pressure in said system, means for operating said pump means while the vehicle is stationary, manually operable means for controlling the liquid pressure in said pressure-operated means, a liquid-operated motor operatively connected in said system for operating the door of the vehicle, manually operable means for controlling the flow of liquid to said motor and means for reducing the liquid pressure in said pressure-operated means when said motor has operated to open the door of the vehicle whereby to prevent a release of the brakes if otherwise applied.

5. In a hydraulic, control system for a vehicle comprising a door, and brake mechanism for the vehicle wheels, pressure-operated means operatively connected to the brake mechanism of said vehicle and arranged to release the brakes when liquid under pressure is admitted thereto, mechanical means for applying the brakes when the liquid pressure so admittedv to said pressure-operated means is reduced, a liquid circulating system having a liquid therein and being operatively connected withsaid pressure-operated means, said liquid being substantially the sole work-performing mediumv in said system and said system to ydevelop and maintain a liquid pressure in said system, means for operating vsaid pump means while the vehicle is stationary, a liquid-operated motor operative.- ly connected in said system for operating the door of the vehicle, a iirst valve in said system for controlling the liquid pressure in said pressure-operated means, a second valve in said system for controlling the operation of said motor and a third valve in said system; said third valve being so constructed, correlated and arranged in said system as to reduce the liquid pressure in said pressure-operated means when said motor has operated to open the door of the vehicle-l Aly connected with said pressure-operated means,

said liquid being substantially the sole work-performing medium in said system and said system including pump means adapted to develop and maintain a liquid pressure'in said system, means for operating said pump means while the vehicle is stationary, a liquid-operated motor operatively connected in said system for operating the door of the vehicle, a first valve in said system for controlling the liquid pressure in said pressureoperated means, a second valve in said system for controlling the operation of said motor, a third valve in said system for controlling the liquid pressure in said pressure-operated means, and means associated with said motor for operating said third valve to reduce the liquid pressure in said pressure-operated means when said motor has operated to open the vehicle door whereby to prevent a release of the vehicle brakes when the door of the vehicle is open.

7. In a hydraulic, control system for a vehicle comprising a door, and brake mechanism for the vehicle Wheels, pressure-operated means operatively connected to the brake mechanism of said vehicle and arranged to release the brakes when liquid under pressure is admitted thereto, mechanical means for applying the brakes when the liquid pressure so admitted to said pressure-operated means is reduced, a liquid-operated motor for operating'the door of the vehicle, a liquid-circulating system having a liquid therein and including a liquid reservoir, said liquid being substantially the sole work-performing medium-in said system, pump means adapted to develop and maintain a liquid pressure in said system, means for operating said pump means while the vehicle is stationary, and a return pipe line to said res-- .ervoir, said pressure-operated means and said motor being operatively connected with said system, a manually operable valve in said system for controlling the ilow of liquid under-pressure to said pressure-operated means and for connecting said pressure-operated means with the return line to said reservoir, a second manually operable valve in said system for controlling the flow of liquid to said motor and means in said system for connecting said pressure-operated means with the return line 'to said reservoir when said motor has operated to open the door of the vehicle.

8. In a hydraulic, control system for a vehicle comprising a door, a brake mechanism for the vehicle wheels, pressure-operated means operatively connected to the brake mechanism of said vehicle and arranged to release the brakes when liquid under pressure is admitted thereto, mechanical means for applying the brakeswhen the liquid pressure so admitted to said pressure-operated means is reduced, a pipe system having a liquid therein and being operatively connected with said pressure-operated means, said liquid being substantially the sole work-performing medium in said system, pump means in said system adapted to develop and maintain a liquid pressure in said system, means for operating said pump means while the vehicle is stationary, a fluid-operated motor for opening and closing the door of the vehicle, a-brake pedal, means-operatively connected with said pedal for controlling the liquid pressure in said pressure-operated means, manually operable means for controlling the iiow of uid to said motor and means operable by said motor for preventing a brake-releasing operation of said pressure-operated means` whenV said motor has operated to open the door of the vehicle.

9. In a hydraulic, control system for a vehicle comprising a door, and brake mechanism for the vehicle wheels, pressure-operated means operatively connected to the brake mechanism of said vehicle and arranged to release the brakes when liquid under pressure is admitted thereto, mechanical means for applying the brakes when the liquid pressure so admitted to said pressure-opf said system for controlling the fluid pressure in said pressure-operated means and means including a valve in said system for connecting said pressure-operated means with the return line to said reservoir upon the opening of said door.

10. In a hydraulic, control system for a vehicle comprising a door, and brake mechanism for the vehicle wheels, pressure-operated means operatively connected to the brake mechanism of said vehicle and arranged to release the brakes when liquid under pressure is admitted thereto, mechanical means for applying the brakes when the liquid pressure so admitted to said pressureoperated means is reduced, a pipe system having a liquid therein and being operatively connected with said pressure-operated means, said liquid being substantially the sole work-performing medium in said system, pump means in said system adapted to develop and maintain a liquid pressure in said system, means for operating said pump means While the vehicle is stationary, means for controlling the liquid pressure in said pressure-operated means, and electrically operable means and electrical control means therefor for reducing the liquid pressure in said pressure-operated means when the door of said vehicle is opened whereby to prevent a brake-releasing operation of said brake mechanism.

11. In a hydraulic, control system for a vehicle comprising a door, and brake mechanism for the vehicle wheels, pressure-operated' means operatively connected to the brake mechanism of said vehicle and arranged to release the brakes when liquid under pressure is admitted thereto, mechanical means for applying the brakes when the liquid pressure so admitted to said pressureoperated means is reduced, a pipe system having a liquid therein and being operatively connected with said pressure-operated means, said liquid being substantially the sole work-performing medium in said system, pump means in said system adapted to develop and maintain a liquid pressure in said system, means for operating said pump means While the vehicle is stationary, means for controlling the liquid pressure in said pressure-operated means, means for operating thetioor of said vehicle, manually operable means for controlling the operation of said door-operating means, electrically operable means and an electrical control means therefor operatively associated with said door-operating means for reducing the liquid-pressure in said pressure-operated means when the door of said vehicle is opened whereby to prevent a brake-releasing operation of said brake mechanism.

12. In a hydraulic, control system for a vehicle comprising a door, and brake mechanism for the vehicle wheels, pressure-operated means operatively connected to the brake mechanism of said vehicle and arranged to release the brakes when liquid under pressure is admitted thereto, mechanical means for applying the brakes when the liquid pressure s'o admitted to said pressureoperated means is reduced, a liquid-circulating, pipe system having a liquid therein and including a liquid reservoir, said liquid being substantially the sole work-performing medium in said system, a pump adapted to develop and maintain a liquid pressure in said system, means for operating said pump means While the vehicle is stationary, a pipe line connecting said pump with said pressure-operated means and a return pipe line to said reservoir, and manually operable means in said system for controlling the uid pressure in said pressure-operated means.

Louis c. HYATT. ERNEST HEYMAN. 

